Aircraft cabin ventilating or pressurizing apparatus



L H R E K O O H G S AIRCRAFT CABIN VENTILATING OR PRESSURIZING APPARATUS 2 SHEETS-SHEE'Z 1 Avril 8, 1947 File@ FEGJ INVENTORS STANLEY G. HOOKER HARRY PE ARSQN BY L )5 mKMmWa-QM ATTORNEYS Ag: 14, 1953 s. G. HOOKER ETAL 2,634,663

AIRCRAFT CABIN VENTILATING 0R PRESSURIZING APPARATUS Filed April is, 1947 2 SHEETS-SHEET 2 INVEIYTORS Patented Apr. 14, 1953 AIRCRAFT CABIN VENTILATING OR PRES- SURIZING APPARATUS Stanley George Hooker, Sabden,

and Harry Pearson, Brierfield,

near Blackburn, England, as-

signors to Rolls-Royce Limited, Derby, England, a corporation of England 1947, Serial No. 740,254

Application April 8,

' In Great Britai 2 Claims. 1 This invention relates to aircraft and in one of its aspects is concerned with aircraft of the kind in which the cabin is pressurized to enable the aircraft to operate at high altitudes. The usual practice is to maintain pressure in the cabin at that corresponding to an altitude of below 8,000 feet when the aircraft is flying at higher altitudes, and an air compressor delivering air to the cabin at the appropriate pressure is used for this purpose. It has been proposed to use the superchargirig air compressor of one of the propelling engines or a separate air compressor driven by one of the propelling engines to pressurize the cabin of an aircraft but such an arrangement has the objections that long ducting from the compressor must be used in many cases and that failure of the engine results in the failure of the pressurizing system. There may also be difficulty in ensuring that the pressurizing air from an engine supercharger will be free from oil and it would not be possible to pass exhaust gases or ole-icing liquids into the supercharger for de-icing purposes, since these would contaminate the cabin air. Again, the pressure delivered is determined by the rate of rotation of the engine which is undesirable since the pilot should have unrestricted control over the engine independent of the cabin requirements. Finally, in previous arrangements the air has been discharged from the cabin to atmosphere as waste e. g. through a relief valve. For these reasons it is preferable to employ an independently driven air compressor for pressurizing the aircraft cabin and the object of this invention is to provide an improved independent pressurizing plant for this purpose. In another aspect the invention is concerned with aircraft in which hot air is circulated through ducts in the wings or other parts to prevent or minimise ice formations.

According to the present invention there is provided in an aircraft, apparatus for pressurizing the cabin and/ or de-icing the wings or other parts of the aircraft, comprising an air compressor delivering air into the cabin to maintain a suitable air pressure therein and/or through deicing ducts and an internal combustion turbine which drives the compressor and takes in cornbustion air from the cabin and/or the ducts. The products of combustion and excess air may be discharged as a jet to provide propulsive thrust for the aircraft. Preferably the combustion air passes directly from the cabin and/or the de-icing ductsto a combustion chamber or chambers of the turbine.

' According to another feature of the invenn April 15, 1946 2 i tion there is provided means for controlling the speed of the turbine so as to maintain the required pressure in the aircraft cabin. Such means may be responsive to the pressure within the cabin and/or the ambient pressure and operable to control the fuel supply to the turbine.

Specific embodiments of the present invention will now be described, by way of example, with referenc to the accompanying drawing whereof Figure l is a diagrammatic view of one ,form of. cabin pressurizing apparatus in accordance with the invention,

Figure 2 is a fragmentary view showing a control for the apparatus of Figure 1, v

Figure 3 is a diagrammatic view showing yet another construction of cabin pressurizing apparatus, and

Figure 4 is a top plan vlew of an airplane showing a main power installation in addition to the improved auxiliary power unit.

Referring to Figure 1: the cabin pressurizing apparatus comprises a single entry centrifugal compressor generally indicated. by the reference numeral 6. The impeller 8 of the compressor is of single or double shrouded construction and is mounted on the shaft 5 by which it is driven so as to overhang it. The impeller rotates in the compressor casing, which is formed with bearing 9 disposed solely behind the rear shroud. In this way it is ensured that there is no possibility of the air passing through the compressor being contaminated by oil from the bearing 9.

The shaft 5 also carries the rotor 14' of a turbine which drives the compressor. The compressor 6 delivers air to a cabin I of the aircraft which is to be pressurized. The air outlet from the cabin com-1 municates by a duct H with one or more com-a bustion chambers [2 which is supplied with fuel by pipe It. The fuel is burnt in the combustion chambers and the products of combustion pass therefrom and through the turbine and are discharged from it through a jet pipe I5 so as to provide propulsive thrust for the aircraft. The aircraft is assumed to be travelling in the direction of the arrow 50. To augment this thrust the compressor 6 may be of the two-stage type: this would also enable the pressurizing apparatus to be used to greater altitudes.

It will be seen that the pressurizing apparatus is in effect a gas turbine engine in which the aircraft cabin I to be pressurized forms'part of the conduit by which air from the compressor is conveyed to the combustion chambers. In this way the cabin air is not discharged as waste. as

by a duct l0 in previous arrangements but is utilised to good purpose thereby increasing the overall efficiency of the pressurizing apparatus over such previous arrangements.

The compression=of the airby the'compressor 6 raisesdt's temperatureso thatlheated'air is delivered to the cabin 1 to maintain or assist in maintaining a suitable temperature within the cabin. Heat may be added to. thepressurizing air by passing it through aheat exchanger or heat may be abstracted from the air by passing it through a cooler. Provisionimayibemadefor in jecting water into the pressurizing-"air't'o control its humidity.

In the case of an aircraft designed to carry 60 people in the cabin, the air compressor should be of such size as to deliver approximatelyt 1b..

of air per second when the aircraft is flying at 400 M. P. H. at 40,000 feet and it requires'about 90 B. H. P. to drive. Allowing for pressure losse's inathe various conduits-and for air leakage fromthercabinsthe turbine-will develop about 123 B; H: P. of which about: 33 B; H. P. will be developed 1 as: useful' thrust assisting in the propulsion; of the aircraft The temperature in the combustion chambers= would be about 770 C. absolute, which is very: considerably below the maximum'combustion temperature which can be employed in; gasturbines-so thatthe turbine should-havea verylonglife. It'is estimated that the weighlaof theplant would be less than half the weight of an independent pressurizing plantemp'loying aareciprocatingt engine sothat a desirable economy in. weight is obtained without the disadvantages of using" the. main engine to drive the pressurizing air compressor;

The fuel supply to the combustion chambers is: controlled so that the compressor 6 will be driven at' a'suitable speed for delivering air at the required pressure to the' cabin I. To this end the fuel'supp'ly may be controlledby a device responsive to. the pressure in the cabin as is shown in Figure 2. Fuel passes by pipe l3 to the combustion chambers and there is provided a valve '2 Mo adjust thezflow 'ofthe fuel. The valve Zl'is actuated by'a stackof capsules I9 mounted.

withinthe'cabin Iiandconnected with the valve by'thelinkagelm With" thearrangement described. a fall in pressure; within. the cabin will resulta-inithestack: I 9I;a'djusting: valve. 2.! by linkagerzfl'so as to. increase... the. fuel. supply to. the combustionchambers; When thepressurewithin thercabin I; risessbeyond .a.-. certain .value. the. re-

verse operation. is; initiated. by, thev stack of' capsules: I9.

The fuel supply: to the combustion chambers alternatively; be. controlled by, means responsiveto: the ambientpressure to increase the fueLsupply as this pressurexfalls. Alternatively, the fuel may be. controlled by-means responsive both. tothe cabin pressure. and the ambient pressure;

In. certain. circumstancesit maybe found desirab'lefor theapressurizingjapparatus to be used.

to; ventilatezi. the; cabin. I. when. the. aircraft is standingpnthe groundin. the :sun to prevent thecabin; temperature; becoming; excessive as it is liable to.- do in these; circumstances, particularly in the tropics. Accordingly means maybe 'provided-forrunningthe engineatislow speed on the ground to. circulate air. through the-cabin with? out materiallyincreasingthe' pressure .and temperature of. the air; Such. an. arrangement is illustrated. in. Figure. Biwhere; in order to maintain: turbine; in; operation when the: cabin 4 door 23 is open for loading, the compressor 6 delivers to the duct II by means of a pipe 22. The compressor therefore delivers to the combustion chambers partly through the cabin 1 and partly along. the pipe22: Thequantity of air passing'through the:pipes ID and 224s varied by butterfly valves 24 and 25 which are interconnected by a linkage with each other and with the cabin door. Inthis way whenever the cabin door? is'opened the butterfly valve 24 is partly closed'and the butterfly valve 25 correspondingly opened. If desiredthe valves 24, 25 may be independently. or: simultaneously adjusted by hand. The plant may-be started when the aircraft is in flight and-ascending so that some ram effect Willbeobtainedfrom the motion of the aircraft which,.with the difierential pressure across the cabin due to the ascent of the aircraft, will assist in making the starting of the plant easy. With the arrangement of Figure 3 starting may be made onthe ground withthe aeroplane-stationary so that the pressurizing apparatus. may be wings and engine nacellesand it may. be. further" heatedby. burning. fuelin it at the. inlet. to the:

ducts.

We claim:

1. Anaircraft structure havingacabinanda loatfing door for: saidcabin, andscomprisingan air compressor, ducting from the delivery side of.

said compressor to saidv cabin, a first valve. in said ducting outlet to takein combustion air from said cabin,

a duct leading from the delivery side of saidcompressor to said combustion equipment to by pass. said cabin, a second valve arranged in; said duct to. control the. air flow along said:

duct from. said compressor to. said combustion equipment, means connecting said. loading door to said second valve. to open; said. second valve when thedoor is opened,. meansinterconnecting said. first andsecondvalves so. that-as one valve openstheother valve closes,-. a gas-turbine connected to. receive. combustion. products from said combustion equipment-and constituting the sole means for converting-heatenergy in said combustion products into mechanical shaft power, and a driving connection. from.

said turbine to drive said compressor.

2. An aircraft structurehaving a cabin and. a

loading door for the cabin, and comprisingan.

air compressor, ducting from' the delivery, side of said compressor to said cabin, an outlet from:

said cabin, combustion equipment connected to the said outlet to take in: combustion air from said cabin, a duct from the compressor" to the: combustion equipment to by-pass said cabin,.a:

valve to control the air flow along saidduct; means connecting said'loading door to the valve to openthe valve when the door is opened, agas turbine connected to receive combustion products from said combustion equipment and constituting the sole means for converting heat energy said combustion products into mechanby compression,.acts,.in known manner;

to. control theflow of air from. said. compressor to said cabin, an outlet from saidcabin, combustion equipment connected to said.

ical shaft power, and a. driving connection from Number Name Date said turbine to drive said compressor. 2,119,402 Puffer May 31, 1938 STANLEY GEORGE HOOKER. 2,256,393 Klein Sept. 16, 1941 HARRY PEARSON. 2,264,297 Clay Dec. 2, 1941 5 2,297,495 Pfau Sept. 29, 1942 References Cited in the file of this patent 2,383,385 Heintze Aug 21 1945 UNITED STATES PATENTS 2,411,227 Planioi et 21 Nov. 19, 1946 N b Name t 2,427,845 Forsyth Sept. 23, 1947 2,041,790 Stalker May 26, 1936 2,491,462 Wood 13, 1949 2,085,761 Lysholm July 6, 1937 10 

